CN111846045B

CN111846045B - Method for warning a motorcycle driver, and riding assistance controller and motorcycle for implementing such a method

Info

Publication number: CN111846045B
Application number: CN202010331321.5A
Authority: CN
Inventors: 押田裕树
Original assignee: Robert Bosch GmbH
Current assignee: Robert Bosch GmbH
Priority date: 2019-04-25
Filing date: 2020-04-24
Publication date: 2023-09-22
Anticipated expiration: 2040-04-24
Also published as: US20200339144A1; EP3730392B1; JP2021002328A; EP3730391A1; US11358609B2; EP3730392A1; CN111846045A; DE102020108011A1

Abstract

A method for alerting a driver of a motorcycle (1) and a riding assistance controller (3) for implementing or controlling such a method are described. Wherein the method comprises the following steps: monitoring traffic conditions based on signals from at least one sensor (17); warning the driver by causing an acceleration change on the motorcycle (1) when a critical traffic condition is detected based on a signal from at least one sensor (17); wherein the current inclination angle of the motorcycle (1) is monitored and the manner and/or degree of causing acceleration change on the motorcycle (1) is set in consideration of the current inclination angle of the motorcycle (1).

Description

Method for warning a motorcycle driver, and riding assistance controller and motorcycle for implementing such a method

Technical Field

The present invention relates to a method for alerting a motorcycle driver. Furthermore, the invention relates to a riding assistance controller for a motorcycle and a motorcycle comprising such a controller, as well as to a computer program product for implementing and controlling the proposed method and a computer readable medium comprising such a computer program product.

Background

Critical or even dangerous traffic conditions may occur while driving the vehicle. In modern vehicles, sensors may be provided that can sense parameters indicative of such critical conditions. Thus, based on the sensor signal, the driver of the vehicle can be alerted.

Auxiliary controllers have been developed for automobiles (i.e., four-wheeled vehicles) that can alert the driver by temporarily activating the brakes of the automobile in the event a critical condition is detected.

However, until now, the method of automatically warning the braking function has not been used for motorcycles (i.e., two-wheeled vehicles).

Disclosure of Invention

In view of this technical background, embodiments of the present invention describe a method for alerting a driver of a motorcycle, a riding assistance controller, and a motorcycle including such riding assistance controller, whereby the idea of automatically alerting a braking function can be adapted and applied to a motorcycle.

THE ADVANTAGES OF THE PRESENT INVENTION

Embodiments of the present invention may allow the driver of a motorcycle to be alerted in an advantageous manner by temporarily changing the acceleration acting on the motorcycle while taking into account the current driving conditions of the motorcycle. In particular, the process of warning the driver can be made safer thereby.

According to a first aspect of the invention, a method for alerting a driver of a motorcycle is presented.

The method comprises the following steps:

-monitoring traffic conditions based on signals from at least one sensor;

warning the driver by causing an acceleration change on the motorcycle when a critical traffic condition is detected based on the signal from the at least one sensor;

wherein the current angle of inclination of the motorcycle is monitored, and the manner and/or extent of causing acceleration changes on the motorcycle is set in consideration of the current angle of inclination of the motorcycle,

wherein, in the event that the current angle of inclination is smaller than a predetermined first angle of inclination value, an acceleration change is caused by actuating at least the front wheel brake of the motorcycle,

-wherein, in case the current tilt angle is greater than the predetermined first tilt angle and less than the predetermined second tilt angle value, the acceleration change is caused only by one or more of: actuating rear wheel braking of the motorcycle, reducing acceleration torque generated by an engine of the motorcycle, and temporarily shifting an automatic transmission (automated transmission) of the motorcycle to a lower gear, the first inclination angle value being smaller than the second inclination angle value,

-wherein in case the current tilt angle is larger than the predetermined second tilt angle no acceleration change is caused.

According to a second aspect of the present invention, a riding assistance controller for a motorcycle is presented, wherein the controller is adapted to implement and control one of the methods according to the embodiments of the first aspect of the present invention.

According to a third aspect of the present invention, there is provided a motorcycle comprising a riding assistance controller according to an embodiment of the second aspect of the present invention and an acceleration sensor for determining a current inclination angle of the motorcycle.

According to a fourth aspect of the present invention, a computer program product is presented comprising computer readable instructions which, when executed on a processor of a programmable ride aid controller, instruct the processor to implement and control a method according to an embodiment of the first aspect of the present invention.

According to a fifth aspect of the present invention, a computer readable medium is presented, comprising a computer program product stored thereon according to an embodiment of the fourth aspect of the present invention.

Concepts underlying embodiments of the present invention may be interpreted as being based on, inter alia, the following ideas and awareness:

as further described above, the concept of an automatic warning braking function has been proposed for automobiles. However, it has been found that this concept cannot be simply transferred to a motorcycle. In particular, it has been found that automatically actuating the brakes of a motorcycle may in certain conditions significantly disturb the motorcycle driver or even cause a critical or dangerous impact on the driving conditions of the motorcycle.

In particular, it has been found that the dynamics of a motorcycle are significantly different from those of an automobile, due to the fact that the motorcycle has only two wheels instead of four. Due to the fact that the motorcycle is a monorail vehicle, the motorcycle may be tilted, i.e. may deviate from a vertical orientation by a certain tilt angle when e.g. turning.

When the motorcycle is standing upright, i.e. inclined at an angle of 0 deg., its dynamics are similar to those of a car, in that actuating the brake results in a negative acceleration, i.e. deceleration, of the motorcycle in the driving direction. However, when the motorcycle is inclined, i.e., the inclination angle is greater than 0 °, a turning force is generally caused on the motorcycle in addition to the acceleration change. For example, a leaning motorcycle may tend to change its angle of lean when decelerating, and thus may also change its future driving trajectory. Such effects on the motorcycle may interfere with the driver or even create dangerous conditions.

Accordingly, a method for warning the driver is proposed which specifically considers that the characteristics of a motorcycle are different from those of an automobile.

In particular, it detects not only the occurrence of critical traffic conditions, but also, for example, actuates the braking of the motorcycle to cause an acceleration change on the motorcycle. Instead, the current angle of inclination of the motorcycle is monitored and taken into account when setting the manner and/or extent of causing the acceleration change.

In other words, in addition to the sensor signal indicating critical traffic conditions, further parameters indicating the current inclination angle of the motorcycle are taken into account when determining whether the motorcycle driver should be alerted by causing an acceleration change on the motorcycle and/or when determining in which way and/or to what extent an acceleration change should be caused.

The proposed method for warning the driver can thus be employed such that, before or when initiating the automatic warning braking function, the current driving situation of the motorcycle, in particular the current angle of inclination,

-wherein, in case the current tilt angle is greater than the predetermined first tilt angle and less than the predetermined second tilt angle value, the acceleration change is caused only by one or more of: actuating rear wheel braking of the motorcycle, reducing acceleration torque generated by an engine of the motorcycle, and temporarily shifting an automatic transmission of the motorcycle to a lower gear, the first inclination angle value being smaller than the second inclination angle value,

Thus, the manner and/or extent of the acceleration change may be set such that the driver is not disturbed and/or the acceleration change itself does not put the motorcycle into critical driving mode. Thus, the safety and/or effectiveness of the automatic warning braking function for the motorcycle can be improved. Thus, the actuation of the wheel brakes and the reduction of the acceleration torque are applied for a predetermined period of time. Moreover, the shifting of the automatic transmission of the motorcycle to a lower gear will be counteracted by shifting back to the original higher gear within a predetermined period of time.

In an embodiment, the time period is selected between 0.1 seconds and 2 seconds.

For example, according to an embodiment, the smaller the current inclination angle, the higher the intensity of the acceleration change caused may be set.

In other words, when the motorcycle is upright or is only slightly inclined, a larger acceleration variation may be caused than when the motorcycle is significantly inclined. For example, when the motorcycle is at an inclination angle of more than 15 °, the resulting acceleration variation may be significantly smaller, i.e. may be less than 80% or even less than 50% of the acceleration variation caused when the inclination angle is 0 °, possibly including a tolerance of ±5°.

For example, the resulting acceleration change may vary linearly or non-linearly with the current angle of inclination of the motorcycle. For example, the resulting acceleration change may be greatest at an inclination angle of 0 °, and may be smallest or even zero at a predetermined maximum inclination angle value of, for example, 30 °.

Acceleration changes may be caused by actuating front wheel brakes of the motorcycle, actuating rear wheel brakes of the motorcycle, reducing acceleration torque generated by the engine of the motorcycle, and/or shifting an automatic transmission of the motorcycle to a lower gear.

In other words, there are various ways of causing acceleration changes on driving a motorcycle. The options to be selected for a particular driving situation may be determined taking into account the current inclination angle of the motorcycle. Possibly, the type of critical traffic conditions determined based on signals from sensors in the motorcycle and/or other influences may also be considered when setting the option for causing the acceleration change.

One option for achieving acceleration changes is to actuate one of the wheel brakes of the motorcycle. Among them, it can be considered that front wheel brakes and rear wheel brakes have different characteristics with respect to their braking effectiveness and their influence on the driving dynamics of the motorcycle. For example, actuating the front wheel brake of a motorcycle will most effectively slow the motorcycle, but may lead to a very dangerous driving situation in case excessive force is induced on the front wheel such that the front wheel loses its traction. On the other hand, actuating the rear wheel brake of a motorcycle will result in a less efficient deceleration, but for example, preventing the rear wheel is generally much less dangerous than preventing the front wheel.

Thus, by taking into account the current angle of inclination of the motorcycle in determining whether to actuate any wheel brake of the motorcycle, which wheel brake of the motorcycle is actuated, and/or to what extent one or both of the wheel brakes are actuated, the motorcycle may be temporarily decelerated by the braking action, thereby effectively alerting the driver when a critical traffic condition is detected.

Alternatively, the acceleration variation on the motorcycle may be caused by reducing the acceleration torque generated by the engine of the motorcycle. This means that instead of or in addition to actuating any wheel brakes, the acceleration acting on the motorcycle can also be temporarily changed by throttling the power generated by the engine of the motorcycle. The driver can intuitively feel this reduced power and interpret it as a warning. In addition, temporarily reducing the power generated by the engine typically also reduces the noise generated by the engine, thereby additionally emphasizing the warning signal.

As another alternative, the automatic transmission of the motorcycle may be shifted to a lower gear to thereby cause an acceleration change. In such a shift to a lower gear, the engine of the motorcycle typically must rotate at a higher rate. Therefore, a change in acceleration acting on the motorcycle is generally caused. Furthermore, higher rotational speeds generally result in higher noise generation and/or noise generation at different frequencies. Both effects may attract the attention of the driver, thereby alerting the driver.

In a specific embodiment, the front wheel brake of the motorcycle is actuated to cause the acceleration change only in the case where the current inclination angle is smaller than the predetermined first inclination angle value.

In other words, the acceleration change is only caused by actuating the front wheel brake of the motorcycle in those cases where the determined current inclination angle is for example small enough that the braking action at the front wheel does not have any undesired effect on the driving dynamics of the motorcycle or even a loss of traction at the front wheel. In the event that the current angle of inclination is greater than the predetermined first angle of inclination value, actuation of the front wheel brake may not be allowed to produce the desired acceleration change. For example, when it is detected that the current angle of inclination exceeds a predetermined first angle of inclination value, other options for generating an acceleration change may be applied only, such as actuating rear wheel braking, reducing acceleration torque generated by the engine of the motorcycle, and/or shifting an automatic transmission of the motorcycle to a lower gear.

For example, the predetermined first inclination angle value may be less than 20 °. In particular, the first inclination angle value may be in a range between 10 ° and 20 °. For example, the first inclination angle value may be 15 °.

Alternatively, the first inclination angle value may be set depending on the specific type of motorcycle and its dynamics. For example, for a motorcycle with a low center of gravity, such as a city or racing motorcycle, the first tilt angle value may be set to a larger value of, for example, 17 °, while for a motorcycle with a higher center of gravity, such as, for example, a dirtbike, the first tilt angle value may be set to a smaller value of, for example, 13 °.

Further, the predetermined first inclination angle value may be fixedly set. Alternatively, the predetermined first inclination angle value may be adjustable, for example, by the driver depending on, for example, the preference and/or driving skill of the driver.

The acceleration change is only caused when the current inclination angle is smaller than the predetermined second inclination angle value.

In other words, when it is detected that the current inclination angle exceeds the predetermined second inclination angle value, the acceleration change may no longer be allowed to be caused. This means that any acceleration changes are prevented from being caused for driving conditions in which the motorcycle is tilted beyond an acceptable maximum tilt angle. Thus, in such driving conditions, the driver will not be alerted by any acceleration changes with respect to any critical traffic conditions. However, this is preferred because causing acceleration variations may additionally confuse the driver in such inclined driving conditions and/or may even cause unstable driving of the motorcycle due to additional acceleration forces on the inclined vehicle.

For example, the predetermined second inclination angle value may be less than 35 °. In particular, the predetermined second inclination angle value may be in a range between 25 ° and 35 °. For example, the predetermined inclination angle may be 30 °.

The second inclination angle value may also be set depending on the specific type of motorcycle and its dynamics, similar to the first inclination angle value. For example, for a motorcycle with a low center of gravity, the second inclination angle value may be set to a larger value of, for example, 33 °, while for a motorcycle with a higher center of gravity, the first inclination angle value may be set to a smaller value of, for example, 27 °.

Further, the predetermined second inclination angle value may be fixedly set. Alternatively, the predetermined second inclination angle value may be adjustable, for example, by the driver depending on the driver's preference and/or driving skill.

Embodiments of the proposed method may be implemented or controlled by a ride aid controller in a motorcycle.

Wherein the ride aid controller may include at least one sensor for monitoring traffic conditions. Alternatively, the riding aid controller itself does not have such a sensor, but such a sensor is included in the motorcycle, and the riding aid controller has an interface and/or signal line for communicating with such an external sensor. The sensor for monitoring traffic conditions may be configured for sensing conditions in the environment of the motorcycle and/or conditions acting on the motorcycle itself. For example, the sensor may be one of a radar sensor, an optical sensor such as a camera, an ultrasonic sensor, and the like. Multiple and/or multiple sensors may also be used to monitor traffic conditions. Further, the traffic condition may be monitored based on sensor signals of sensors (such as a speed sensor, a steering angle sensor, an acceleration sensor, etc.) that detect driving characteristics of the motorcycle itself.

In addition, the ride aid controller may include an acceleration sensor for determining a current inclination angle of the motorcycle. Alternatively, such acceleration sensor is not included in the riding assistance controller itself, but in the motorcycle, and the riding assistance controller may communicate with such acceleration sensor via an interface and/or a signal line.

Embodiments of the methods presented herein may be implemented in hardware, software, or a combination of hardware and software. In particular, the proposed riding assistance controller may be programmable or may be part of a programmable controller that is applied in a motorcycle for other purposes. Such a programmable device may be programmed with embodiments of a computer program product according to the fourth aspect of the invention. Such computer program product may be formed by computer readable instructions in any computer language, such as when executed on a processor, the processor implementing or controlling the method steps of the proposed method. The computer program product may be stored on any type of computer readable medium, such as flash memory, optical memory, magnetic memory, CD, DVD, etc. Furthermore, the computer program product may be stored on a computer, a server or a data cloud from which it may be downloaded via a network such as the internet.

Drawings

Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Neither the figures nor the description should limit the invention, however.

FIG. 1 illustrates a motorcycle having a ride aid controller that controls a method for alerting a driver in accordance with an embodiment of the present invention;

fig. 2 shows a flow chart indicating method steps of a method according to an embodiment of the invention.

The figures are merely schematic and are not drawn to scale.

Detailed Description

Fig. 1 shows a motorcycle 1 having a riding assistance controller 3 according to an embodiment of the present invention.

The motorcycle 1 includes an engine 5 and an automatic transmission 7, the operation of which can be controlled by the riding assistance controller 3, among other things. Furthermore, the motorcycle 1 includes a front wheel brake 9 at the front wheel 11 and a rear wheel brake 13 at the rear wheel 15, the operation of which can be controlled by the riding assistance controller 3, among other things.

The ride aid controller 3 may receive and analyze signals from sensors 17, such as radar sensor 19, camera 21, and/or ultrasonic sensor 23. Based on these signals, critical traffic conditions may be detected. For example, the signal of the sensor may signal the proximity of other vehicles, obstacles on the road, red lights, etc.

Further, the riding assistance controller 3 may receive and analyze a signal from the acceleration sensor 25 indicating the current inclination angle of the motorcycle 1. The acceleration sensor 25 may preferably sense acceleration in different directions. For example, the acceleration sensor 25 may sense acceleration in three directions orthogonal to each other. Thus, the current inclination angle of the motorcycle indicating the angle between the vertical direction and the plane in which the motorcycle is inclined sideways can be measured with high accuracy. The current tilt angle may be part of the current overall attitude of the motorcycle.

The riding assistance controller 3 has a processor 27 for processing signals from the sensor 17 and from the acceleration sensor 25. The ride aid controller 3 may be programmable.

With the riding aid controller 3 an automatic warning braking function can be implemented which makes the motorcycle rider aware of e.g. dangerous conditions, e.g. by temporarily actuating one of the brakes 9, 13. For example, a dangerous condition may be identified by using information obtained from environmental sensing based on signals of one of the sensors 17.

It may be noted, among other things, that while the automatic warning braking function is known for a passenger car, such known systems may not be simply transferred to a motorcycle due to the fact that the dynamics of the vehicle are completely different between the passenger car and the motorcycle. In order to achieve a safe and effective warning braking function, motorcycle specifics must be considered. In particular, for motorcycles, automatic braking actuation may produce large attitude changes and may destabilize the motorcycle. However, for the purpose of warning the brake, it should be strong enough to inform the rider of the dangerous situation. Therefore, it is often necessary to appropriately control the front brake and the rear brake depending on the current posture of the motorcycle to make the functions effective.

By the embodiments of the method and the riding assistance controller 3 described herein, the acceleration forces on the front and rear wheels of the motorcycle are controlled by using attitude information such as the inclination angle, pitch angle, yaw rate, and the like, whereby the safety and effectiveness of the automatic warning braking of the motorcycle can be improved. On motorcycles, components for driving torque control, gear shifting, regenerative braking and hydraulic braking can be used to generate braking forces, for example. Combinations of these components may also be considered depending on the current situation.

As an example, an automatic warning braking system of a motorcycle may include a radar and a camera as the sensor 17, an inertial motion sensor for vehicle posture detection, an engine torque control system for driving torque control, an automatic shift system for gear stage control, a hydraulic braking unit as a main brake, and a display for optical warning. The system may then calculate the required braking force by integrating the environmental information and the vehicle attitude information, and generate longitudinal movement by controlling engine torque, shifting, and/or hydraulic braking. As a drive train, most motorcycles have a rear axle drive with an internal combustion engine, but it may have both a front axle drive and a rear axle drive, for example with an in-wheel motor. By properly controlling the braking forces on the front and rear wheels, the system may improve the safety and effectiveness of warning braking.

Therefore, when a critical traffic condition is detected based on the signal from the sensor 17, the driver can be alerted by causing an acceleration change on the motorcycle 1. Wherein the current inclination angle of the motorcycle 1 is monitored using the acceleration sensor 25 and the manner and/or extent of causing the acceleration change on the motorcycle 1 is set in consideration of the current inclination angle.

For example, the relationship between the inclination angle LA and the warning braking acceleration may be considered as follows:

condition a:0 ° < LA <15 °: high degrees of braking acceleration are possible

Condition B:15 ° < LA <30 °: low degree of braking acceleration is possible

Condition C: LA > 30 °: braking acceleration is not possible.

In condition B, the motorcycle is significantly inclined to one side so that the brake-induced acceleration for warning the driver should be limited to a lower extent than in condition a. The suppression of the brake-induced acceleration may depend on the necessary roll angle.

In condition C, the motorcycle is leaning to one side to such an extent that any additional induced braking acceleration may be dangerous. In such a situation, the rider should be aware of any dangerous situation himself, so that a warning braking function should not be necessary.

With the above considerations in mind, controlling the warning braking function may be achieved by a combination of the following ways to produce an acceleration change on the motorcycle:

i) Actuation of front wheel brake 9

By braking the front wheels 11, a high braking force can be generated, causing a high negative acceleration change. In general, actuation of the front wheel brakes 9 is the most effective way to perform warning braking. However, the actuation of the front wheel brake 9 may be limited to the above-described condition a due to instability caused by the forced power.

ii) actuation of the rear wheel brake 13

Actuation of the rear wheel brake 13 is generally less effective than the front wheel brake 9, but it can still be used as a warning brake when the use of the front wheel brake 9 is not recommended in a high inclination angle condition such as the condition B described above.

iii) Engine torque reduction

Reducing the output torque of the engine 5 of the motorcycle 1, that is, reducing the acceleration torque generated by the engine 5, can generate a relatively low braking force. In general, acceleration changes are only caused when the rider is accelerating the motorcycle 1. In other words, engine torque drop is also an effective way to generate braking force, although only possible when a rider requests a certain engine torque. This option may preferably be used in combination with at least one of front wheel brake actuation and rear wheel brake actuation.

iv) Transmission downshifts

Shifting the automatic transmission 7 of the motorcycle 1 to a lower gear can also generate a relatively low braking force. Furthermore, this option is only applicable when the current gear is at least the second gear or higher. In other words, in the case where the motorcycle 1 has an automatic transmission system, a downshift is also one way of generating braking force. This may also have an audible warning effect due to the increased noise generated by the engine 5. The option may also be preferably used in combination with at least one of front wheel brake actuation and rear wheel brake actuation and/or engine torque reduction.

The flow chart in fig. 2 visualizes the method steps performed during execution of the proposed method for warning the driver of the motorcycle 1.

After the process is started (step S1), a decision has to be made as to whether a critical traffic situation has occurred (the "traffic situation") "1 ") (step S2). The decision may be made based on continuously or repeatedly analyzing the signal from the sensor 17. If it is determined that there is no critical traffic condition, no action ("na") has to be initiated (step S3).

If critical traffic conditions are determined, a further decision must be made as to whether the rider is aware of the critical conditions ("2 ") (step S4). The decision may be based on, for example, detecting a particular reaction by the rider (such as manually actuating a brake and/or changing a steering angle)To do so. If the rider has identified a critical traffic condition, no further action has to be taken (step S5).

However, if the rider does not recognize critical traffic conditions, a further decision must be made as to the manner and/or extent of causing the acceleration change on the motorcycle 1 (the "following)"3"). Wherein the above-described condition A, B, C can be distinguished based on continuously or repeatedly measuring the current inclination angle of the motorcycle.

In the condition a, i.e., when the current inclination angle is detected to be smaller than a predetermined first inclination angle value of, for example, 15 °, an action a ("aA") is initiated (step S7). In such an action a, the front wheel brake 9 is actuated to cause an acceleration change on the motorcycle 1. Optionally, further measures may be additionally applied, such as actuating the rear wheel brake 13, reducing the acceleration torque generated by the engine 5 and/or shifting the automatic transmission 7 to a lower gear.

In the condition B, i.e., when the current inclination angle is detected to be larger than the first inclination angle value but smaller than a predetermined second inclination angle value of, for example, 30 °, an action B ("aB") is initiated (step S8). In such an action B, the front wheel brake 9 is not actuated. But only the rear wheel brake 13 is actuated to cause an acceleration change on the motorcycle 1. Optionally, further measures may be additionally applied, such as reducing the acceleration torque generated by the engine 5 and/or shifting the automatic transmission 7 to a lower gear.

In the condition C, i.e., when the current inclination angle is larger than the predetermined second inclination angle value, no action ("na") is taken (step 9), i.e., any acceleration change is suppressed from being caused.

Claims

1. A method for alerting a driver of a motorcycle (1), wherein the method comprises:

monitoring traffic conditions based on signals from at least one sensor (17);

alerting the driver by causing an acceleration change on the motorcycle (1) when a critical traffic condition is detected based on a signal from the at least one sensor (17);

wherein the current angle of inclination of the motorcycle (1) is monitored and the manner and/or extent of causing acceleration changes on the motorcycle (1) is set taking into account the current angle of inclination of the motorcycle (1),

wherein, in the event that the current angle of inclination is smaller than a predetermined first angle of inclination value, an acceleration change is caused by actuating at least the front wheel brake (9) of the motorcycle (1),

-wherein, in case the current tilt angle is greater than the predetermined first tilt angle and less than the predetermined second tilt angle value, the acceleration change is caused only by one or more of: actuating a rear wheel brake (13) of the motorcycle (1), reducing an acceleration torque generated by an engine (5) of the motorcycle (1), and temporarily shifting an automatic transmission (7) of the motorcycle (1) to a lower gear, the first inclination angle value being smaller than the second inclination angle value,

2. The method according to claim 1, wherein the mentioned measures for realizing the acceleration change are applied within a predetermined period of time.

3. The method of claim 1, wherein the actuation of the wheel brakes and the reduction of the acceleration torque are applied for a predetermined period of time.

4. The method of claim 1, wherein shifting of the automatic transmission of the motorcycle to a lower gear will be counteracted by shifting back to the original higher gear within a predetermined period of time.

5. The method of claim 2, wherein the period of time is selected between 0.1 seconds and 2 seconds.

6. The method according to claim 1, wherein the smaller the current inclination angle is, the higher the intensity of the acceleration change caused is set.

7. The method of claim 1, wherein the predetermined first tilt angle value is less than 20 °.

8. The method of claim 1, wherein the predetermined second tilt angle value is less than 35 °.

9. A riding aid controller (3) for a motorcycle (1), wherein the riding aid controller (3) is adapted to implement and control one of the methods according to one of the preceding claims.

10. A motorcycle (1) comprising a riding aid controller (3) according to claim 9 and an acceleration sensor (25) for determining a current inclination angle of the motorcycle (1).

11. A computer readable medium comprising a computer program product stored thereon, the computer program product comprising computer readable instructions, which when executed on a processor (27) of a programmable ride aid controller (3), instruct the processor (27) to implement and control the method according to one of claims 1 to 8.